Vehicle

ABSTRACT

A utility vehicle includes at least one front ground-engaging member, at least one rear ground-engaging member, and a frame assembly extending along a longitudinal axis and supported by the at least one front ground-engaging member and the at least one rear ground-engaging member. The utility vehicle also includes an operator area supported by the frame assembly and a powertrain assembly supported by the frame assembly. The powertrain assembly includes at least an engine and a gearbox operably coupled to the engine. The utility vehicle also includes a cooling assembly fluidly coupled to at least the engine and supported by a front portion of the frame assembly. The cooling assembly includes a radiator with a lower portion positioned forward of an upper portion of the radiator.

CROSS-REFERENCE TO RELATED APPLICATIONS:

The present application is a continuation of U.S. patent applicationSer. No. 15/228,655, filed on Aug. 4, 2016, Attorney DocketPLR-09-2019.01P-04, which is a continuation of U.S. patent applicationSer. No. 14/667,649, filed Mar. 24, 2015, Attorney DocketPLR-09-2019.01P-03, which is a continuation of U.S. patent applicationSer. No. 13/233,415, filed Sep. 15, 2011, docket PLR-09-2019.01P-02,which is a divisional application of U.S. patent application Ser. No.12/092,153, filed Sep. 2, 2008 which is a National Stage Application ofInternational Application No. PCT/US08/03483, filed Mar. 17, 2008,titled VEHICLE, Atty. Docket PLR-06-2019.01P-PCT and claims the benefitof U.S. Provisional Application Ser. No. 60/918,502, filed Mar. 16,2007, the disclosures of which are expressly incorporated by referenceherein.

The present application is related to U.S. Provisional Application Ser.No. 60/918,556, filed Mar. 16, 2007, titled “VEHICLE”, Docket No.PLR-06-2019.02P; U.S. Provisional Application Ser. No. 60/918,444, filedMar. 16, 2007, titled “VEHICLE WITH SPACE UTILIZATION”, Docket No.PLR-06-2019.03P; U.S. Provisional Application Ser. No. 60/918,356, filedMar. 16, 2007, titled “UTILITY VEHICLE HAVING MODULAR COMPONENTS”,Docket No. PLR-06-2019.04P, U.S. Provisional Application Ser. No.60/918,500, filed Mar. 16, 2007, titled “METHOD AND APPARATUS RELATED TOTRANSPORTABILITY OF A VEHICLE”, Docket No. PLR-06-2019.05P, thedisclosures of which are expressly incorporated by reference herein.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Portions of this application may be subject to the terms of contractnumber H92222-06-C-0039 with the United States Special OperationsCommand (SOCOM).

FIELD OF THE INVENTION

The present invention relates generally to a vehicle and in particularto a reconfigurable vehicle.

BACKGROUND AND SUMMARY OF THE INVENTION

The present disclosure relates to vehicles, and more particularly toutility vehicles. It is known to provide utility vehicles which are 4wheel drive and 6 wheel drive. It is desired to provide a vehicle whichis easily convertible between the two. It would also be preferred tohave such features as independent suspension systems available.

An exemplary vehicle is a vehicle having a base portion and a modularportion. In an exemplary embodiment, a vehicle is convertible between abase vehicle, such as a four wheel vehicle, and an extended vehicle,such as a six wheel vehicle.

Utility vehicles are available which comprise a plurality of groundengagement members, a main frame supported by a first portion of theplurality of ground engagement members, an engine supported by the mainframe and configured to provide power to at least one of the pluralityof ground engaging members, an operator area supported by the mainframe, the operator area including seating for at least two occupants ina side-by-side arrangement, steering controls operatively coupled to atleast a portion of the plurality of ground engagement members, andengine controls operatively coupled to the engine. For example, autility vehicle of the type disclosed above is shown in our U.S. Pat.No. 6,923,507.

The present disclosure further discloses a modular frame supported by asecond portion of the ground engaging members, where the modular frameis removably coupled to the main frame through at least three spacedapart connections which substantially prevent the modular subsectionfrom pivoting relative to the main frame when the modular subsection iscoupled to the main frame.

In an exemplary embodiment of the present disclosure, a utility vehicleis disclosed, comprising a plurality of ground engagement members; amain frame supported by a first portion of the plurality of groundengagement members; a modular frame supported by a second portion of theground engaging members; an engine supported by the main frame andconfigured to provide power to at least one of the plurality of groundengaging members; and an operator area supported by the main frame. Theoperator area including seating for at least two occupants in aside-by-side arrangement. The operator area further including steeringcontrols operatively coupled to at least a portion of the plurality ofground engagement members. The operator area further including enginecontrols operatively coupled to the engine. The modular frame beingremovably coupled to the main frame through at least three spaced apartconnections which substantially prevent the modular subsection frompivoting relative to the main frame when the modular subsection iscoupled to the main frame.

In another exemplary embodiment of the present disclosure, a utilityvehicle is disclosed. The utility vehicle comprising a plurality ofground engagement members; a main frame supported by a first portion ofthe plurality of ground engagement members; a modular frame supported bya second portion of the ground engaging members; and an engine supportedby the main frame and configured to provide power to at least one of thefirst portion of the plurality of ground engaging members and to atleast one of the second portion of the plurality of ground engagingmembers. The modular frame being removably coupled to the main framethrough at least three spaced apart connections which substantiallyprevent the modular subsection from pivoting relative to the main framewhen the modular subsection is coupled to the main frame.

In a further exemplary embodiment of the present disclosure, a vehicleis disclosed. The vehicle comprising a plurality of ground engagementmembers; a frame supported by a first portion of the plurality of groundengagement members; an engine supported by the frame and configured toprovide power to at least one of the plurality of ground engagingmembers; an operator area supported by the main frame and at least afirst suspension system operatively coupled to a first ground engagingmember and the frame. The operator area including seating for at leasttwo occupants in a side-by-side arrangement, steering controlsoperatively coupled to at least a portion of the plurality of groundengagement members, and engine controls operatively coupled to theengine. The first suspension system including a control arm moveablycoupled to the frame and moveably coupled to the first ground engagingmember and a shock member moveably coupled to the frame and moveablycoupled to the control arm. The frame and the control arm cooperate toprovide multiple shock orientations.

In yet another exemplary embodiment of the present disclosure, a methodof configuring a vehicle is provided. The method comprising the steps ofproviding a functional base vehicle portion; providing a modular vehicleportion; and coupling a modular frame of the modular vehicle portion toa main frame of the functional base vehicle portion to substantiallyprevent the modular frame from pivoting relative to the main frame. Thefunctional base portion including a first plurality of ground engagingmembers, the main frame supported by the first plurality of groundengaging members, an engine supported by the main frame and operativelycoupled to at least one of the first plurality of ground engagingmembers; and an operator area supported by the main frame. The operatorarea including seating for at least two occupants in a side-by-sidearrangement, steering controls operatively coupled to at least a portionof the first plurality of ground engagement members, and engine controlsoperatively coupled to the engine. The modular vehicle portion includinga second plurality of ground engaging members and a modular framesupported by the second plurality of ground engaging members.

In still another exemplary embodiment of the present disclosure, autility vehicle is provided. The utility vehicle comprising a pluralityof ground engagement members arranged on a front axle, a rear axle, andat least one intermediate axle; a frame supported by the plurality ofground engagement members; an engine supported by the main frame andconfigured to provide power to the vehicle; a first differentialoperably coupled to two of the plurality of ground engagement members; atransmission operably coupled to the engine; a first drive shaftoperably coupled to the transmission and to the first differential; aparking brake having a disc coupled to the drive shaft; and a controlmodule coupled to the first differential and the parking brake. Thecontrol module locking the first differential in response to a detectionthat the parking brake has been set.

In yet a further exemplary embodiment of the present disclosure, autility vehicle is disclosed. The utility vehicle comprising a pluralityof ground engagement members arranged on a front axle, a rear axle, andat least one intermediate axle; a frame supported by the plurality ofground engagement members; and an engine supported by the frame andconfigured to provide power to at least the rear axle through a firstdifferential. The rear axle includes at least a first ground engagingmember positioned on a first side of the first differential and at leasta second ground engaging member positioned on a second side of the firstdifferential. The utility vehicle further comprising an operator areasupported by the main frame. The operator area including seating for atleast two occupants in a side-by-side arrangement, steering controlsoperatively coupled to at least a portion of the plurality of groundengagement members, and engine controls operatively coupled to theengine. The utility vehicle further comprising a first suspensionoperatively coupling the first ground engaging member to the frame and asecond suspension operatively coupling the second ground engaging memberto the frame. The second suspension being independent of the firstsuspension.

BRIEF DESCRIPTION OF THE DRAWINGS:

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 is a rear, perspective view of a vehicle from a first side of thevehicle, the vehicle including a front platform and a rear platform.

FIG. 2 is a side view of the first side of the vehicle of FIG. 1.

FIG. 3 is a rear view of the vehicle of FIG. 1.

FIG. 4 is a rear, perspective view of the vehicle of FIG. 1 from asecond side of the vehicle.

FIG. 5 is a front view of the vehicle of FIG. 1.

FIG. 6 is a top view of the vehicle of FIG. 1.

FIG. 7 is a bottom view of the vehicle FIG. 1.

FIG. 8A is a perspective view of the vehicle of FIG. 1 illustrating abase portion comprising a 4×4 and a modular sub-section spaced aparttherefrom.

FIG. 8B is the view of FIG. 8A with the modular sub-section coupled tothe base portion resulting in a 6×6 vehicle.

FIG. 9 is a first perspective view of a base frame of the base portionof FIG. 8A.

FIG. 10 is a second perspective view of the base frame of FIG. 9.

FIG. 11A is a bottom, partial view of the base frame of FIG. 9.

FIG. 11B is a bottom view of a modular frame assembly of the modularsub-section of FIG. 8A.

FIG. 12 is an exploded, perspective view of a portion of the base frameof FIG. 9 and a receiver hitch spaced apart therefrom.

FIG. 13A is a partial, perspective view of the base frame of FIG. 9 withthe receiver hitch of FIG. 12 coupled thereto.

FIG. 13B is a perspective view of the modular frame assembly of modularsub-section of FIG. 11B with the receiver hitch of FIG. 12 coupledthereto.

FIG. 14 is a partial perspective view of the base frame of FIG. 9 andthe modular frame assembly of modular sub-section of FIG. 11Billustrating the frame connections between the two.

FIG. 15A is a partial perspective view of the base frame of FIG. 9 andthe modular frame assembly of modular sub-section of FIG. 11B modifiedto illustrate the frame connections between the two including aconnection by the receiver hitch coupled to the base frame of FIG. 9.

FIG. 15B is a partial perspective view of the base frame of FIG. 9 andthe modular frame assembly of modular sub-section of FIG. 11B modifiedto illustrate another embodiment of the frame connections between thetwo.

FIG. 16A is a top view of vehicle 100 without the rear platformillustrating the location of the exhaust.

FIG. 16B is a top view of the vehicle 100 with the exhaust removed.

FIG. 17 illustrates a skid plate of the base frame of FIG. 9 and a skidplate of modular frame assembly of FIG. 11B, each supporting arespective drive unit.

FIG. 18 is a rear view of the base frame of FIG. 9 and the location ofshocks extending between a cross member of base frame and a suspensionmember.

FIG. 19 is a diagrammatic representation of vehicle 100.

FIG. 20 is a partial front, perspective view of vehicle 100 with thefront platform removed.

FIGS. 21-23 are an exemplary brake unit.

FIG. 24 is a diagrammatic representation of the location of a parkingbrake.

FIG. 25 is a bottom view of the vehicle of FIG. 1, illustrating anexemplary parking brake.

FIG. 26 is a side view of an alternative embodiment radiator for thevehicle of FIG. 1.

FIG. 27 is a top plan view of another alternative embodiment radiatorfor the vehicle of FIG. 1.

FIG. 28 is a top plan view of another alternative embodiment radiatorfor the vehicle of FIG. 1.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS:

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as all-terrain vehicles, motorcycles,watercraft, snowmobiles, and golf carts.

Referring to FIG. 1, an illustrative embodiment of a vehicle 100 isshown. Vehicle 100 as illustrated includes a plurality of groundengaging members 102, illustratively wheels. A first set of wheels, oneon each side of vehicle 100, generally correspond to a front axle 106. Asecond set of wheels, one on each side of vehicle 100, generallycorrespond to a middle axle 108. A third set of wheels, one on each sideof vehicle 100, generally correspond to a rear axle 110. In oneembodiment, the wheels include run flat tires.

In one embodiment, one or more of the wheels may be replaced withtracks, such as the PROSPECTOR II tracks available from PolarisIndustries, Inc. located at 2100 Highway 55 in Medina, Minn. 55340. Inone embodiment, a track is placed around the ground engaging members ofmiddle axle 108 and rear axle 110 on each side of vehicle 100.

Vehicle 100 further includes a frame 104 supported by the plurality ofground engaging members 102. Referring to FIG. 8A, vehicle 100 includesa base portion 200 and a modular subsection 112 including rear axle 110.Modular subsection 112 may be removed from the remainder of vehicle 100to convert vehicle 100 from a six-wheeled vehicle to a four-wheeledvehicle. Further, additional modular subsections 112 may be added tovehicle 100 to convert vehicle 100 from a six-wheeled vehicle to aneight-wheeled vehicle or more.

The height of vehicle 100 in FIG. 2 is about 75 inches from the bottomof ground engaging members 102 to the top of roll cage 132.

Vehicle 100 includes an operator area 114 which includes seating 116 forone or more passengers. Operator area 114 further includes a pluralityof operator controls 120 by which an operator may provide input into thecontrol of vehicle 100. Controls 120 include a steering wheel 122 whichis rotated by the operator to change the orientation of one or more ofground engaging members 102, such as the wheels associated with frontaxle 106, to steer vehicle 100. In one embodiment, steering wheel 122changes the orientation of the wheels of axle 106 and axle 108 toprovide four wheel steering. In one embodiment, steering wheel 122changes the orientation of the wheels of axles 106, 108, and 110 toprovide six wheel steering.

Controls 120 also include a first foot pedal 124 actuatable by theoperator to control the acceleration and speed of vehicle 100 throughthe control of an engine 500 described in more detail herein and asecond foot pedal 126 actuatable by the operator to decelerate vehicle100 through a braking system described in more detail herein. Additionaldetails regarding the operator area 114, including controls 120, areprovided in U.S. Provisional Application Ser. No. 60/918,556, filed Mar.16, 2007, titled “VEHICLE”, Docket No. PLR-06-2019.02P and U.S.Provisional Application Ser. No. 60/918,444, filed Mar. 16, 2007, titled“VEHICLE WITH SPACE UTILIZATION”, Docket No. PLR-06-2019.03P.

Frame 104 includes a portion 130 extending above operator area 114.Portion 130 is provided to protect the occupants of operator area 114 ifvehicle 100 tips or rolls over. In the illustrated embodiment, portion130 is a roll cage 132. In one embodiment, portion 130 is moveable froma first position protecting operator area 114 to a second position whichprovides vehicle 100 with a smaller envelope than when portion 130 is inthe first position. Additional details about exemplary configurations ofportion 130 are provided in U.S. Provisional Application Ser. No.60/918,500, filed Mar. 16, 2007, titled “METHOD AND APPARATUS RELATED TOTRANSPORTABILITY OF A VEHICLE”, Docket No. PLR-06-2019.05P.

Vehicle 100 further includes a front platform 140 supported by frame 104and a rear platform 150 supported by frame 104. Both front platform 140and rear platform 150 are shown having a support surface 142 and 152,respectively. Support surfaces 142 and 152 may be flat, contoured,and/or comprised of several sections. In addition, one or both of frontplatform 140 and rear platform 150 may include upstanding walls todefine a cargo box extending over at least a portion of the respectiveplatform 140 and 150.

Further, portions of front platform 140 and rear platform 150, alongwith portion 130 of frame 104, may include devices for attaching varioustypes of assets to vehicle 100. Exemplary assets include cargocontainers, seats, gun mounts, footrests, and other suitable assets.Additional details regarding front platform 140 and rear platform 150are provided in U.S. Provisional Application Ser. No. 60/918,556, filedMar. 16, 2007, titled “VEHICLE”, Docket No. PLR-06-2019.02P; U.S.Provisional Application Ser. No. 60/918,444, filed Mar. 16, 2007, titled“VEHICLE WITH SPACE UTILIZATION”, Docket No. PLR-06-2019.03P; and/orU.S. Provisional Application Ser. No. 60/918,356, filed Mar. 16, 2007,titled “UTILITY VEHICLE HAVING MODULAR COMPONENTS”, Docket No.PLR-06-2019.04P.

Referring to FIG. 8A, vehicle 100 is shown having modular sub-section112 spaced apart from the remainder or base portion 200 of vehicle 100.As explained in more detail herein the base portion 200 of vehicle 100includes all of the components required to operate vehicle 100. As such,an operator could remove modular sub-section 112 from the base portion200 and still have an operational vehicle. Further, as explained in moredetail herein modular sub-section 112 may be quickly added to or removedfrom base portion 200.

Referring to FIG. 9, a base frame 210 of frame 104 is shown. Base frame210 includes a lower frame 212 including a first longitudinal framemember 214A and a second longitudinal frame member 214B. Frame members214A and 214B are mirror images of each other. Frame members 214A and214B are coupled together through a front skid plate 216 and crossmembers 218, 220, 222, and 224. Skid plate 216 and cross members 218,220, 222, and 224 may be secured to frame members 214A and 214B throughany suitable method, such as welding, or by fasteners, such as bolts.

Attachment locations 226A and 228A are provided in base frame 210 forattaching a front suspension 230A which is in turn coupled to frontground engaging member 102. Illustratively, attachment locations 226Aand 228A are provided as apart of skid plate 216. FIGS. 5 and 20 showfront suspension 230A including a single A-frame member 232A rotatablycoupled to base frame 210 and a shock 234A extending between A-framemember 232A and an upper frame member 240. Suspension 230A is a mirrorimage of suspension 230B and operates independently thereof. The frontground engaging members 102 of front axle 106 are coupled to steeringwheel 122 through a steering assembly, such that ground engaging members102 may both rotate to the left or right of the straight on positionshown in FIG. 5 to change the direction of travel of vehicle 100.

Returning to FIG. 9, an upper frame member 240 is supported by lowerframe 212 through a plurality of upwardly-extending frame members 242A,242B, 244A, and 244B and a generally U-shaped frame member 246. Framemember 246 includes attachment locations 248A and 248B to which a frontbumper assembly 250 (see FIG. 20) is attached.

Frame members 214A and 214B also have attachment locations 252 and 254(252A and 254A shown in FIG. 9) to which an operator cab frame 260 isattached. Operator cab frame 260 includes portion 130 of frame 104. Inone embodiment, roll cage 132 of portion 130 is a generally fixed rollcage. In one embodiment, roll cage 132 of portion 130 is a collapsibleroll cage. Additional details concerning exemplary collapsible rollcages are provided in U.S. Provisional Application Ser. No. 60/918,500,filed Mar. 16, 2007, titled “METHOD AND APPARATUS RELATED TOTRANSPORTABILITY OF A VEHICLE”, Docket No. PLR-06-2019.05P.

Base frame 210 further includes a rear upper frame 270 including a firstlongitudinal frame member 272A and a second longitudinal frame member272B. Longitudinal frame members 272A and 272B support rear platform150. Longitudinal frame members 272A and 272B are connected throughcross members 274, 276, and 278.

Rear upper frame 270 is coupled to lower frame 212 throughupwardly-extending frame members 280A, 280B, 282A, and 282B. Framemembers 284A and 284B are provided to assist in maintaining theorientation of frame members 280A and 280B relative to frame members214A and 214B.

Base frame 210 further includes a rear skid plate 286. Referring toFIGS. 11A and 13A, skid plate 286 is coupled to rear upper frame 270through a plurality of upwardly-extending frame members 288A, 288B,290A, and 290B. In one embodiment, frame members 288A, 288B, 290A, and290B directly couple to rear platform 150 as described in U.S.Provisional Application Ser. No. 60/918,356, filed Mar. 16, 2007, titled“UTILITY VEHICLE HAVING MODULAR COMPONENTS”, Docket No. PLR-06-2019.04P.

Skid plate 286 includes a base member 292 and two U-shaped frame members294A and 294B. Frame members 294A and 294B are received in recesses 296Aand 296B of base member 292. Frame members 294A and 294B are coupled tobase member 292. In one embodiment, frame members 294A and 294B arewelded to base member 292. Each of the members of base frame 210 arecoupled to the respective adjacent components of base frame 210.Exemplary types of coupling include welding and fasteners, such asbolts.

As explained in more detail herein, in one embodiment, a receiver hitch298 is coupled to base frame 210 (shown in FIG. 13A). Further, asexplained in more detail herein, in one embodiment, rear skid plate 286and upper frame members 272A and 272B couple to a modular frame assembly300 of modular sub-section 112 (shown in FIG. 14) thereby couplingmodular sub-section 112 to base portion 200. Conveniently, apertures 322and 326, in frame members 294A and 294B, respectively, may be used tocouple either modular frame assembly 300 or receiver hitch 298.

Referring to FIGS. 12, 13A and 13B, receiver hitch 298 is shown. Asshown in FIG. 13A, receiver hitch 298 is coupled to frame members 294Aand 294B of skid plate 286 and to a cross frame member 313 spanningbetween frame members 290A and 290B. As shown in FIG. 13B, receiverhitch 298 is coupled to frame members 334A and 334B of skid plate 330and to a cross frame member 315 spanning between frame members 338A and338B.

As shown in FIG. 12, receiver hitch 298 includes a base member 302 and areceiver member 304. Base member 302 includes apertures 308 and 310 inbase member 302 and apertures 320 on side wall 303 and a correspondingaperture on side wall 305, respectively. Receiver member 304 includes arecess 306 sized to receive a hitch or other component which may besecured through a fastener passing through aperture 307 of receivermember 304.

Bolts 316 and 318 are received in apertures 308 and 310 of base member302 and then by apertures 312 and 314, respectively, of cross member313. Bolts 316 and 318 (and the other bolts discussed herein) are eitherthreaded into mating threads of apertures 312 and 314 (correspondingapertures for other bolts discussed herein) or have corresponding nutsthat are tightened. Bolts 324 and 328 are received in apertures 320 and(not shown) in side walls 303 and 305, respectively, and then byapertures 322 and 326 in frame members 294A and 294B, respectively.

Receiver hitch 298 is shown assembled to base frame 210 in FIG. 13. Inone embodiment, receiver hitch 298 is disassembled from base frame 210prior to the attachment of modular sub-section 112 to base frame 210. Asexplained herein, a rear portion 340 of modular sub-section 112 has thesame attachment locations as base frame 210 such that receiver hitch 298may be easily assembled to the rear of modular sub-section 112 therebypermitting vehicle 100 to still tow a trailer or other item through ahitch. Receiver hitch 298 is shown assembled to modular sub-section 112in FIG. 13B. In one embodiment, receiver hitch 298 remains assembled tobase frame 210 prior to the attachment of modular sub-section 112 tobase frame 210 and in one example (see FIG. 15) provides an additionalconnection point between base frame 210 and modular sub-section 112.Alternatively, the additional connection point between base frame 210and modular sub-section 112 provided by receiver hitch 298 may replaceone or both of the connections between skid plate 330 and frame members294A and 294B.

Referring to FIG. 8A, modular sub-section 112 includes a modular frameassembly 300. Modular frame assembly 300 includes a skid plate 330 whichis generally identical to skid plate 286. Skid plate 330 includes a basemember 332 and two u-shaped members 334A and 334B (see FIG. 7). Modularframe assembly 300 includes two upper frame members 336A and 336B whichare attached to skid plate 330 through frame members 337A and 337B and338A and 338B. Frame members 336A, 336B, 337A, 337B, 338A, and 338B aregenerally identical to frame members 272A, 272B, 288A, 288B, 290A, and290B of base frame 210, respectively. A cross member 339 of modularsub-section 112 is generally identical to cross member 278 of base frame210. As stated herein, one or more of such modular sub-sections may notinclude a drive unit, such as a modular differential 524. As such, inone embodiment, a given axle may be non-powered and located between twopowered axles or adjacent a powered axle and a non-powered axle.

As shown in FIG. 13B, cross member 339 includes a thickened portion 341formed by coupling gussets 343 to cross member 339. The thickenedportion 341 provides additional strength to cross member 339 which asdiscussed herein provides the upper mount for suspension systems 450Aand 450B. A similar thickened portion is included on cross member 278 ofbase frame 210.

Rear portion 340 of modular sub-section 112 is generally identical to arear portion 342 of base frame 210 and a front portion 344 of modularsub-section is configured to be coupled to rear portion 342 of baseframe 210. Since rear portion 340 is generally identical to rear portion342, a second modular sub-section 112 may be assembled to rear portion340 of the first modular sub-section. Still further a third modularsub-section 112 may be assembled to rear portion 340 of the secondmodular sub-section and so forth thereby creating an 8×8 vehicle, a10×10 vehicle, and so forth.

Referring to FIG. 14, the frame connections between rear portion 342 ofbase frame 210 and front portion 344 of modular sub-section 112 areshown. Receiver hitch 298 is disassembled from base frame 210 prior tothe assembly of modular frame assembly 300. Upper frame members 336A and336B each have coupled thereto a u-shaped receiver 350A and 350B.Receivers 350A and 350B each include a recess 352A and 352B (see FIG.11B). Receivers 350A and 350B each further include apertures 354A and354B which align with apertures 356A and 356B in base frame 210 toreceive bolts 358A and 358B.

Skid plate 330 of modular base frame 300 includes apertures 360A and360B which are formed on side walls of recesses 362A and 362B,respectively. Recesses 362A and 362B are sized to receive frame members294A and 294B, respectively. Frame members 294A and 294B are advancedinto recesses 362A and 362B until apertures 322 and 326 in frame members294A and 294B are aligned with apertures 360A and 360B of modular baseframe 300, respectively. Bolts 364A and 364B couple skid plate 330 andframe members 294A and 294B together.

Although the above discussion is related to the assembly of modularframe assembly 300 to base frame 210, it should be understood that it iscontemplated to couple a complete modular subsection 112 (such as shownin FIG. 10) to a complete base portion 200 (such as shown in FIG. 10).Therefore, a complete modular section 112 may be added or removed tobase portion 200 through four frame connections. Although not shown inFIG. 10, it is contemplated, in one embodiment, that each of baseportion 200 and modular subsection 112 include a rear platform 150.Additional details regarding exemplary rear platforms are provided inU.S. Provisional Application Ser. No. 60/918,356, filed Mar. 16, 2007,titled “UTILITY VEHICLE HAVING MODULAR COMPONENTS”, Docket No.PLR-06-2019.04P.

Modular frame assembly 300 may be assembled to base frame 210 in thefollowing manner. Receivers 350A and 350B are placed on top of upperframe members 272A and 272B of base frame 210. Apertures 354A and 354Bof receivers 350A and 350B are aligned with apertures 356A and 356B ofupper frame members 272A and 272B, respectively. Bolts 358A and 358B arepassed through the respective apertures and secured to the assembly.Modular frame assembly 300 is then rotated downward and frame members294A and 294B are further advanced into recesses 362A and 362B untilapertures 360A and 322 and apertures 360B and 326 are aligned. Bolts364A and 364B are passed through the respective apertures and secured tothe assembly completing the assembly of modular frame assembly 300 tobase frame 210.

In one embodiment, in addition to the frame connections, an additionalconnection is made through drive shaft 523 and an electrical harnessconnected to differential 522. In one embodiment, drive shaft 523 iscoupled to one of differential 520 and 522 through a spline coupling. Assuch, when modular subsection 112 is spaced apart from base portion 200,the spline coupling disconnects. The electrical harness connected todifferential 522 includes a plug connection that may be disconnected tounhook modular subsection 112. The electrical harness connectsdifferential 522 to ECM 510 which electronically configures differential522 in either a locked configuration relative to output shaft 534A and534B or an unlocked configuration relative to output shaft 534A and534B. In one embodiment, when ECM 510 detects that parking brake 700 hasbeen set, differential 520 and/or differential 522 are set to the lockedconfiguration.

In one embodiment, rear platform 150 includes additional connectionsbetween base portion 200 and modular subsection 112 that need to bedisconnected in order to separate modular subsection 112 from baseportion 200. Additional details of exemplary rear platform connectionsare provided in U.S. Provisional Application Ser. No. 60/918,356, filedMar. 16, 2007, titled “UTILITY VEHICLE HAVING MODULAR COMPONENTS”,Docket No. PLR-06-2019.04P.

Referring to FIG. 15A, a second embodiment of the frame connectionsbetween base frame 210 having assembled thereto a receiver hitch 298 anda modified version of modular base frame 300′. Modular base frame 300′is generally identical to modular base frame 300 with the exception thatskid plate 330′ includes a recess 370 to receive portion 304 of receiverhitch 298 and a hitch member 372 is coupled to skid plate 330′. Hitchmember 372 is received within recess 306 of receiver hitch 298. A boltor pin is passed through aperture 307 of receiver hitch 298 and aperture374 of hitch 372 to couple hitch member 372 to receiver hitch 298.

Referring to FIG. 15B, an alternative embodiment is shown of the frameconnections between a modified base frame 210 and a modified modularbase frame 300. Base frame 210B and modular base frame 300B aregenerally identical to base frame 210 and modular base frame 300,respectively, except for the connectors that couple base frame 210B andmodular base frame 300B. Receivers 350A and 350B and apertures 356A and356B are replaced with male coupling portions 462 and receivers 460.Receivers 460 receive male coupling portions 462. Bolts 464 or pins arepassed through apertures in male coupling portions 462 and the upperframe members which comprise receivers 460 to secure the upper twocouplings. Similarly, receivers 468 receive male coupling portions 466.Bolts 470 or pins are passed through apertures in male coupling portions466 and the frame members which comprise receivers 468 to secure thelower two couplings.

Referring to FIG. 18, the wheels of mid axle 108 are coupled to baseframe 210 through suspension systems 400A and 400B which are mirrorimages of each other. Suspension system 400A includes a lower A-framemember 402A and an upper A-frame member 404A, each connected to groundengaging member 102 and to frame members 288A and 290A (see FIG. 7).Suspension system 400A further includes a shock member 406A. Exemplaryshock members 406A include springs and gas shocks.

Shock member 406A is coupled at a first end to frame member 404A ofsuspension system 400A and at a second end to frame member 278 of baseframe 210. Each end of frame member 278 includes a first attachmentlocation 408A and a second attachment location 410A inward relative tofirst attachment location 408A. Shock member 406A may be coupled toeither first attachment location 408A or second attachment location410A.

Shock member 406A is coupled to first attachment location 408A toprovide a stiffer ride and more stability. By moving shock absorber tosecond attachment location 410A, suspension system 400A provides asofter ride. Suspension systems 400A and 400B are independentsuspensions. In one embodiment, a torsion bar 401 (see FIG. 7) couplesto base frame 210 and suspension systems 400A and 400B and generallycouples the movement of suspension system 400A and suspension system400B together.

Modular subsection 112 includes suspension systems 450A and 450B whichare generally identical to suspensions 400A and 400B of base portion200. As such, vehicle 100 in its base configuration is a four wheeledvehicle having four wheel independent suspension and in theconfiguration shown in FIG. 1 is a six wheeled vehicle having six wheelindependent suspension.

By having suspensions 450A and 450B be identical to suspensions 400A and400B, if a component of one of suspensions 400A or 400B fails, anoperator of vehicle 100 may disconnect modular subsection 112 and usethe corresponding component from one of suspensions 450A and 450B toreplace the failed component of the respective suspension 400A and 400B.In a similar fashion ground engaging members 102 are identical and maybe assembled at any location. As such, modular subsection 112 inaddition to other features provides on demand spare components for baseportion 200.

Referring to FIG. 2, base frame 210 and/or modular frame 300 areconfigured such that axle 110 carries less of the weight distributionthan axle 108. In one embodiment, axle 108 carries about 65% of theweight plus or minus about 20%.

As mentioned earlier base portion 200 includes the components for afunctional four by four vehicle. Referring to FIG. 19, base portion 200includes an engine 500 to power base portion 200 and a transmission 502coupled to engine 500. In one embodiment, engine 500 is a multifuelengine capable of utilizing various fuels. Exemplary engines aredisclosed in U.S. patent application Ser. No. 11/445,731, filed Jun. 2,2006, Docket No. PLR-00-1505.01P, the disclosure of which is expresslyincorporated by reference herein. In one embodiment, engine 500 is ahybrid electric engine. In one embodiment, engine 500 is a hybridelectric drive engine.

In one embodiment, transmission 502 includes a shiftable transmission504 and a continuously variable transmission (“CVT”) 506. CVT 506 iscoupled to engine 500 and shiftable transmission 504. Shiftabletransmission 504 is coupled to drive shaft 525 coupled to frontdifferential 524 and to drive shaft 521 coupled to rear differential520.

Shiftable transmission 504 is shiftable between a high gear for normalforward driving, a low gear for towing, a reverse gear for driving inreverse, and a park setting which locks the output drive of theshiftable transmission from rotating. Exemplary shiftable transmissionsand CVTs are disclosed in U.S. Pat. No. 6,725,962 and U.S. Pat. No.6,978,857, the disclosures of which are expressly incorporated byreference herein.

The operation of engine 500 and transmission 502 are controlled throughone or both of operator inputs 508 (such as controls 120) and anelectrical control module 510 (“ECM”) having software to control theoperation of engine 500 based on operator inputs 508 and sensors whichmonitor engine 500 and software to control the operation ofdifferentials 520, 522, and 524. Engine 500 is connected to air intakesand an exhaust system 512. Additional details regarding exemplary airintakes are provided in U.S. Provisional Application Ser. No.60/918,556, filed Mar. 16, 2007, titled “VEHICLE”, Docket No.PLR-06-2019.02P. In one embodiment, as shown in FIG. 16A, exhaust system512 includes a muffler 540 which is coupled to base frame 210. FIG. 16Bshows the same vehicle with muffler 540 removed and drive shaft 523added.

Transmission 502 is coupled to main (or intermediate) differential 520and a front differential 524 through drive shafts 521 and 525,respectively. Drive shafts 521 and 525, like other drive shaftsmentioned herein, may include multiple components and are not limited tostraight shafts. Front differential 524 includes two output shafts 530Aand 530B, each coupling a respective ground engaging member 102 of axle106 to front differential 524. Intermediate differential 520 includestwo output shafts 532A and 532B, each coupling a respective groundengaging member 102 of axle 108 to differential 520. Intermediatedifferential 520 is connected to a rear differential 522 of modularsubsection 112 through drive shaft 523. Differential 522 of firstmodular sub-section 112 is connected to second modular subsection 112through drive shaft 527. Differential 522 includes two output shafts534A and 534B, each coupling a respective ground engaging member 102 ofaxle 110 to differential 522. As such, the ground engaging members 102of modular subsections 112 are coupled to rear differential 520 throughmodular section differential 522 and drive shaft 523 coupling reardifferential 520 and modular section differential 522.

Various configurations of front differential 524, rear differential 520,and modular differential 522 are contemplated. Regarding frontdifferential 524, in one embodiment front differential 524 has a firstconfiguration wherein power is provided to both of the wheels of frontaxle 106 and a second configuration wherein power is provided to one ofthe wheels of axle 106, such as the wheel having the less resistancerelative to the ground.

In one embodiment, front differential 524 includes active descentcontrol (“ADC”). ADC is an all wheel drive system that provideson-demand torque transfer to the front wheels with a front drive and isalso capable of providing engine braking torque to the front wheels witha back drive. Both the front drive and the back drive are portions offront differential 524 and may be active or inactive. In the case of thefront drive, when active, power is provided to both of the wheels offront axle 106 and, when inactive, power is provided to one of thewheels of front axle 106. In the case of the back drive, when active,engine braking is provided to the wheels of front axle 106 and, wheninactive, engine braking is not provided to the wheels of front axle106.

The front drive aspect of front differential 524 is accomplished by theuse of two bi-directional over running clutches located in a centralizedfront gearcase as explained in more detail in U.S. Pat. No. 5,036,939,the disclosure of which is expressly incorporated by reference herein.The engine braking aspect of the back drive of front differential 524 isaccomplished by coupling clutch packs between each of the front drivingwheels and the front gearcase, such that the clutch packs areselectively engaged when specific vehicle requirements are met. In oneembodiment, the specific vehicle requirements are an operator input 508is switched to an “On” position, (see U.S. Provisional Application Ser.No. 60/918,556, filed Mar. 16, 2007, titled “VEHICLE”, Docket No.PLR-06-2019.02P and/or U.S. Provisional Application Ser. No. 60/918,444,filed Mar. 16, 2007, titled “VEHICLE WITH SPACE UTILIZATION”, Docket No.PLR-06-2019.03P for location of switch in operator cab 114), thethrottle of vehicle 100 is closed, and the speed of vehicle 100 is lessthan about 15 mph. If all of the desired conditions are met, the vehiclecontrol module (ECM 510) powers an electromagnetic coil that drives ahydraulic pump to apply pressure to the clutch packs, thereby providinga dynamic coupling between the front wheels and the rest of thedriveline.

Regarding rear differential 520, in one embodiment rear differential 520is a locked differential wherein power is provided to both of the wheelsof axle 108 through output shafts 532A and 532B and drive shaft 523 is athru shaft which may be connected to modular differential 522 or used asa power takeoff. In one embodiment, rear differential 520 is alockable/unlockable differential relative to output shafts 532A and 532Band drive shaft 523 is a thru shaft which may be connected to modulardifferential 522 or used as a power takeoff. When rear differential 520is in a locked configuration power is provided to both wheels of axle108 through output shafts 532A and 532B. When rear differential 520 isin an unlocked configuration, power is provided to one of the wheels ofaxle 108, such as the wheel having the less resistance relative to theground, through output shafts 532A and 532B. In one embodiment, reardifferential 520 is a lockable/unlockable differential relative tooutput shafts 532A and 532B and a lockable/unlockable differentialrelative to drive shaft 523. In a first configuration, rear differential520 is locked relative to output shafts 532A and 532B (power is providedto both wheels of axle 108 through output shafts 532A and 532B) andunlocked relative to drive shaft 523 (power is not provided to driveshaft 523). In a second configuration, rear differential 520 is lockedrelative to output shafts 532A and 532B (power is provided to bothwheels of axle 108 through output shafts 532A and 532B) and lockedrelative to drive shaft 523 (power is provided to drive shaft 523). In athird configuration, rear differential 520 is unlocked relative tooutput shafts 532A and 532B (power is provided to one of the wheels ofaxle 108, such as the wheel having the less resistance relative to theground, through output shafts 532A and 532B) and unlocked relative todrive shaft 523 (power is not provided to drive shaft 523). In a fourthconfiguration, rear differential 520 is unlocked relative to outputshafts 532A and 532B (power is provided to one of the wheels of axle108, such as the wheel having the less resistance relative to theground, through output shafts 532A and 532B) and locked relative todrive shaft 523 (power is provided to drive shaft 523).

In one embodiment, rear differential 520 does not include drive shaft523. This may be in the case of when only a 4×4 vehicle is contemplatedor a 6×6 vehicle without power to the third axle. In this case, reardifferential 520 may be either a locked differential relative to outputshafts 532A and 532B or a lockable/unlockable differential relative tooutput shafts 532A and 532B. In one embodiment, modular differential 522does not include an output drive shaft 527. As such, a subsequentmodular unit added to vehicle 100 would not be able to receive power bysimply connecting to an output shaft of differential 522 of the firstmodular subsection 112. In this case, modular differential 522 may beeither a locked differential relative to output shafts 534A and 534B ora lockable/unlockable differential relative to output shafts 534A and534B.

Further, as explained herein relative to FIG. 17, modular differential522 is mounted to a bracket 600 which may be decoupled from skid plate330 and coupled to skid plate 286 to replace rear differential 520 ifrear differential 520 fails. Both skid plate 330 and skid plate 286 havecorresponding apertures to align with a mounting pattern of bracket 600.This is one example wherein the new rear differential 520 (old modulardifferential 522) does not include an output drive shaft other than tothe respective wheels. Differential 522 is moved while mounted tobracket 600. It should be noted that in general the components ofmodular subsection 112 may be used to replace similar components on baseportion 200 in case of failure. Such components include thedifferential, the wheels, and other suitable components. Thisinterchangeability is beneficial when vehicle 100 is in remote and/ordangerous (such as a military campaign) environment.

However, in one embodiment as illustrated in FIG. 19, modulardifferential 522 includes an output drive shaft 527 similar to driveshaft 523 of rear differential 520. As such, a subsequent modular unitadded to vehicle 100 would be able to receive power by simply connectingto output shaft 527 of differential 522 of the first modular subsection112 or a power takeoff is provided at the rear of modular subsection112. In this case, modular differential 522 may have any of thedescribed configurations herein for rear differential 520 in theembodiments wherein rear differential 520 includes an drive shaft 523.

In one embodiment, either rear differential 520 or modular differential522 are not included. In the case of rear differential 520 not beingincluded drive shaft 521 extends to modular differential 522 and midaxle 108 is not powered. In one embodiment, wherein multiple modularsubsections 112 are added, if one of the modular subsections does notinclude modular differential 522 then the wheels of that modularsubsection are not powered. In one embodiment, front differential 524 isnot included resulting in front axle 106 not being powered. In oneembodiment, both rear differential 520 and modular differential 522 arenot included resulting in both axle 108 and axle 110 not being powered.

Base portion 200 further includes a braking system 516 including brakeunits 518 at each of the four wheels of base portion 200. In oneembodiment, brake units are maintenance free brakes. Exemplarymaintenance free brakes include wet brakes. In one embodiment, brakeunits 518 are disk brakes. In one embodiment, each disk brake includesmultiple piston calipers (see FIG. 22) to provide increased brakingforce. Referring to FIGS. 21-23, a brake unit 618 is shown. Brake unit618 includes a housing 620, two pistons 622A and 622B disposed withinhousing, a first brake pad 624 coupled to the two pistons 622A and 622B,and a second brake pad 626 spaced apart from the first brake pad 624.First brake pad 624 and second brake pad 626 are placed on oppositesides of a disk 628 that rotates with the respective wheel.

Brake fluid is introduced through inlet 630 to an area 632 on a firstside of pistons 622A and 622B to move pistons 622A and 622B and hencemove first brake pad 624 into contact with the disk 628 and the disk 628into contact with second brake pad 626. Referring to FIG. 22, the area632 in fluid communication with the first side of the pistons 622A and622B is further in fluid communication with a bleed outlet 640. Bleedoutlet 640 is in fluid communication with a bleed valve 642 on anexterior 644 of housing 620 (see FIG. 21). The shape of the area 632behind the pistons 622A and 622B is selected such that air bubbles maymove from a lower portion 646 of the area 630 to an upper portion 648 ofthe area 630 and out through bleed outlet 640 when bleed valve 642 isopened. In the illustrated embodiment, the area 632 includes twogenerally circular cuts 650A and 650B which form a passage 652 thatconnect a first piston chamber with a second piston chamber.

In one embodiment, drive shaft 523 of rear differential 520 is a thrushaft or is in a locked configuration when differential 520 islockable/unlockable relative to output shafts 532A, 532B. When axle 108is braked through braking units 518 drive shaft 523 is prevented fromrotating thereby providing braking to axle 110 through the drive shaft.

Referring to FIG. 24, a diagrammatic representation of the placement ofa parking brake 700 is described. Shiftable transmission 504 is coupledto differential 520 through drive shaft 521 and differential 520 iscoupled to differential 522 through drive shaft 523. In the illustratedembodiment, drive shaft 521 includes three components 702, 704, and 706connected through two U-joints 708 and 710. Further, components 702,704, and 706 are not axially aligned. By having a jointed drive shaft521, differential 520 does not need to be placed at the same elevationas shiftable transmission 504 and/or laterally at the same location asshiftable transmission 504. In embodiment, drive shaft 521 is a singlepiece drive shaft.

Regarding parking brake 700, a disk 712 is coupled directly to driveshaft 521. Disk 712 interacts with a caliper 714 which limits therotation of disk 712 to engage the parking brake 700. In the illustratedembodiment, disk 712 is coupled to portion 702 of drive shaft 521 thatexits shiftable transmission 504 or is coupled to an output shaft ofshiftable transmission 504. In one embodiment, parking brake 700 islocated between shiftable transmission 504 and differential 520. In oneembodiment, parking brake 700 is coupled to drive shaft 521 and islocated on a first portion of drive shaft 521 between shiftabletransmission 504 and a first joint 708 of drive shaft 521.

Referring to FIG. 25, an exemplary embodiment of parking brake 700 isshown. Parking brake disk 712 is coupled to a first portion 702 of driveshaft 521 having a clevis which forms a portion of U-joint 708. Firstportion 702 of drive shaft 521 is coupled to an output shaft 722 ofshiftable transmission 504. Referring to FIG. 10, cross member 224 offrame 210 includes a recess 730 to accommodate disk 712 of parking brake700.

In one embodiment, when the parking brake is applied ECM 510 limits therpm of engine 500 to a lower level, such as below CVT engagement. In oneembodiment ECM 510 receives an input from one of a switch on the parkingbrake 700 or a light associated with controls 120 or a speedometer thatthe parking brake is applied. By limiting the engine, an operator isprevented from driving off with the parking brake applied andsubsequently causing damage to the pads of the parking brake and/or adrive belt of the CVT.

As shown in FIGS. 5 and 26-28, vehicle 100 may be provided with variousradiator configurations. Radiator 1400, shown in FIG. 5, issubstantially rectangular with substantially vertical coolant tubes andsubstantially horizontal cooling fins coupled to the coolant tubes.Radiator 1402, shown in FIG. 26, is substantially rectangular withangled coolant tubes 1404 and substantially horizontal cooling fins1406. Coolant tubes 1404 cooperate with the ground to define an angle ofabout 45 degrees. Similarly, cooling fins 1406 cooperate with coolanttubes 1404 to define an angle of about 45 degrees. Radiator 1408 has anarcuate profile as shown in FIG. 27. Coolant tubes 1410 aresubstantially vertical and cooling fins 1412 are substantiallyhorizontal. Radiator 1414 has a profile with a substantially flat midsection 1416 and rounded end sections 1418, 1420. Coolant tubes 1422 aresubstantially vertical and cooling fins 1424 are substantiallyhorizontal.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1. (canceled)
 2. A utility vehicle, comprising: a plurality ofground-engaging members, including at least first and secondground-engaging members defining front ground-engaging members and thirdand fourth ground-engaging members definite rear ground-engagingmembers; a frame assembly extending along a longitudinal axis and beingsupported by the at least one front ground-engaging member and the atleast one rear ground-engaging member; an operator area supported by theframe assembly and including side-by-side seating; a powertrain assemblysupported by the frame assembly and including at least an engine and atransmission operably coupled to the engine and to at least one of theplurality of ground-engaging members; and a cooling assembly fluidlycoupled to at least the engine and supported by a front portion of theframe assembly, the cooling assembly including a radiator having a lowerportion positioned forward of an upper portion of the radiator.
 3. Theutility vehicle of claim 2, wherein at least a portion of at least oneof the engine and the transmission is positioned rearward of theside-by-side seating.
 4. The utility vehicle of claim 2, wherein atleast a portion of the powertrain assembly is positioned within theoperator area.
 5. The utility vehicle of claim 2, wherein the lowerportion of the radiator is horizontally below an upper surface of eachof the first and second ground-engaging members when the vehicle is atrest.
 6. The utility vehicle of claim 2, further comprising a frontsuspension assembly operably coupled to the at least one frontground-engaging member, and the front suspension assembly includes atleast a shock absorber, and the lower portion of the radiator isgenerally below a mid-portion of the shock absorber when the vehicle isat rest.
 7. The utility vehicle of claim 2, wherein the radiator isstationary relative to the front portion of the frame assembly.
 8. Theutility vehicle of claim 2, wherein a width of the radiator extends in aplane generally perpendicular to the longitudinal axis.
 9. A utilityvehicle, comprising: a plurality of ground-engaging members, includingat least first and second ground-engaging members defining frontground-engaging members and third and fourth ground-engaging membersdefinite rear ground-engaging members; a frame assembly extending alonga longitudinal axis and being supported by the at least one frontground-engaging member and the at least one rear ground-engaging member;an operator area supported by the frame assembly and includingside-by-side seating; a powertrain assembly supported by the frameassembly and including at least an engine and a transmission operablycoupled to the engine and to at least one of the plurality ofground-engaging members; and a cooling assembly fluidly coupled to atleast the engine and including a radiator having an upper end portionangled rearwardly relative to a lower end portion, and a first portionof the radiator is positioned forward of the axis of rotation of the atleast one front ground-engaging member.
 10. The utility vehicle of claim9, wherein the first portion of the radiator is positioned forward ofthe at least one front ground-engaging member.
 11. The utility vehicleof claim 10, wherein an entirety of the radiator is positioned forwardof the axis of rotation of the at least one front ground-engagingmember.
 12. The utility vehicle of claim 9, wherein the upper endportion is approximately vertically aligned with the axis of rotation ofthe at least one front ground-engaging member.
 13. The utility vehicleof claim 9, wherein the radiator is angled rearwardly by approximately45° relative to the longitudinal axis.
 14. The utility vehicle of claim9, wherein a portion of the radiator is positioned at a forwardmostportion of the frame assembly.
 15. The utility vehicle of claim 9,wherein at least a portion of at least one of the engine and thetransmission is positioned rearward of the side-by-side seating.
 16. Theutility vehicle of claim 9, wherein the frame assembly includes an upperframe assembly extending upwardly relative to the operator area, and atleast a portion of the upper frame assembly is configured to movebetween a raised position and a lowered position.
 17. A utility vehicle,comprising: a front ground-engaging member having an axis of rotationand being configured to engage a ground surface; at least one rearground-engaging member having an axis of rotation and being configuredto engage the ground surface; a frame assembly extending along alongitudinal axis and being supported by the at least one frontground-engaging member and the at least one rear ground-engaging member;an operator area supported by the frame assembly and includingside-by-side seating; a powertrain assembly supported by the frameassembly and including at least an engine and a transmission operablycoupled to the engine and to at least one of the front and rearground-engaging members; and a cooling assembly fluidly coupled to atleast the engine and including a radiator angled rearwardly wherein alower portion of the radiator is positioned forward of an upper portionof the radiator, and the radiator is positioned at a vertical height,relative to the ground surface, greater than that of the axis ofrotation of the at least one front ground-engaging member when thevehicle is at rest.
 18. The utility vehicle of claim 17, wherein thelower portion of the radiator vertically overlaps an upper portion ofthe at least one front ground-engaging member when the vehicle is atrest.
 19. The utility vehicle of claim 17, wherein a portion of theradiator is positioned at a forwardmost location of the frame assembly.20. The utility vehicle of claim 17, wherein the radiator is fixed to afront portion of the frame assembly.
 21. The utility vehicle of claim17, wherein at least a portion of at least one of the engine and thegearbox is positioned rearward of the side-by-side seating.
 22. Theutility vehicle of claim 17, further comprising a front suspensionassembly operably coupled to the at least one front ground-engagingmember, and the front suspension assembly includes at least a shockabsorber, and the lower portion of the radiator is generally at avertical height of a lower portion of the shock absorber.
 23. Theutility vehicle of claim 17, wherein the frame assembly includes lowerlongitudinally-extending frame members defining a lower extent of theframe assembly, and the radiator is positioned above the lowerlongitudinally-extending frame members.